Clutch control mechanism



H. c. ROTH :r Ar.

l GLUTCH CONTROL MECHANISM oct. 2s, 193s.`

Filed Feb. 6, 1935 5 Sheets-7511691'. l

INVENroR.

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gyn/ RES b A ORNEY Oct. 25, 1938. H. c. Ro'rH E1- AL CLUTCH CONTROLMECHANISM Filed Feb.. e, 1955 s` sheets-sheet 2 IN VEN TOR. HARP/sc/Porf/ 3,', MLU/wd, Awa/P55 A ORNEY Oct. 25, 1938. H. c'. ROTH ET Al.

CLUTCH CONTROL MECHANISM' med Feb. 6 1935 s sheets-smet s JN VEN TOR.

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' cw'rcn coN'raor., llmcnamsllr4 Harris C. Roth, Detroit, Mich., andWilliam il.. Andres, Pittsburgh, Fa., assignors to Bendix ProductsCorporation, South Bend, Ind., a corporation of Indiana ApplitaaonFebruar-y e, 1935, semi als-5,1m

1 claims. (ci. 19a-.cli j 'I'his invention relates in general' tocontrol" mechanism for an automotive vehicle, and more particularly to avacuum operated power means for automatically operating the clutch ofthe vehicle with operation of the throttle. The invention is' designedas an improvement over the mechanism disclosed in the patent to Belcia,No. 1,470,272.

It is the principal object of the invention to provide mechanism,preferably vbuilt into the clutch motor, wherebyfthe clutch engagingoperation of the motor may be variedto suit theneeds of the particularclutch equipment with which l the clutch motor cooperates and tocompensate for clutch wear such variation to include both adeternlination of the total elapsed time necessary to effect anengagement of theclutch and also the mode of operation of the drivenclutch plate as lt moves toward the driving plate.

More particularly, it is an object of the inven tion to provide amechanism whereby the driven clutch plate is controlled in its movementtoward the driving clutch plate, the rate of movement being determinedby adjustable means which may be varied at will.- s

It is a further object of 'the invention to provide a clutch motorconstruction whereby the driven plate Vis moved into engagement with thedriving plate in two distinct stages of movement, the iirst stage beingdetermined, both as to distance and elapsed time, bymanually adjustablemeans and the second stage being determined by aso-called bleed valve,which is also manually adjustable, preferably by the position of theaccelerator pedal. y l Y A further object of the invention is to providean effective three-way control valve for determining the gaseouspressure of one end of a double-ended clutch motor, said valve to becombined as a unit with the aforementioned clutch engaging bleed valvestructure, the latter determining the gaseous pressure of the remainingend of the motor.

Other objects of the invention and desirable details of construction andcombinations of parts will become apparent from an inspection of thefollowing specification taken in conjunction with the accompanyingdrawings, in which-:

Figure 1 is a diagrammatic view of the clutch 50 operating mechanismconstituting the present invention;

Figure 2 is a sectional view of the vclutch motor disclosed in Figure 1;

lFigure 3 isan enlarged and fragmentary view i i of the piston rod ofthe clutch motor of Figure 2,

disclosing a portion ofthe structure for eecting an adjustment of theclutch engaging operation;

Figure 4 is an end view of the clutch motor of Figure 2, disclosing theindex plate mechanism in detail; ,v

Figure 5 discloses, in prospective, the combined control and bleed valveunit of the mechanism oi Figure x1; f

Figure 6 is a sectional view of the valve structure of Figure 5 taken online 6-6 thereof, showingl the principal operating parts in detail;

Figure 7 is a fragmentary view, disclosing, in i detail,V the principalelement of the 'bleed valve ofFigure 6; l l

Figures 8, 9 and 10 are sections taken respectively on lines 8-'8, 9-9and IIJ-I0 of Figure 6 and disclosing details of the combined controland f bleed valve structure;

Figure 1l discloses, in longitudinal section and bleed valve of themotor disclosed in Figure 11;

andv

Figure 14 discloses, in detail, the connection between the valve andaccelerator linkage of Figure l whereby a certain amount of lost motionis provided to insure operation of the clutch motor valve in timedrelation to the operation of the throttle. Y

Referring to Figures 110, inclusive, disclosing a preferred embodimentof the invention, there is disclosed in Figure 1 a diagrammatic view ofmy clutch control mechanism adapted to, operate a conventional clutchcomprising driving and driven plates 6 and 8 respectively, the drivenplate being operatively connected to a conventional clutch pedal l2.

The `invention is directed to means for autov.matically operating aclutch pedal to simulate a conventional manual operation thereof. Tothis end a vacuum operated clutch motoris provided comprising a cylinderil) housing a reciprocable piston element lli, the vlatter beingoperatively connected to the clutch pedal I? by means ofa two partconnecting rod I6 and flexible cable I8. The cable is adapted to beextended labout a direction-changing sheave 20 'pivotally mounted withina housing 22, forming aplower end extension of the clutch motor. Aconduit 24 inter- 'connects the upper .end of the clutch motor cylinderwith an intake manifold 2G of an internal- A interconnect the combustionengine 28, the latter being provided with the usual fuel controlthrottle member 38 operated by an accelerator 32 interconnected with thethrottle by means of a rod 34. A return spring 35 is provided to returnthe accelerator to its oi or inoperative position and a spring 36 isprovided to close the throttle valve 30.

'I'he clutch motor, described in greater detail, comprises a tubularmember 31 telescoped within the connecting rod I6, said member beingprovided with a circular opening 38 adapted to register, as indicateddiagrammatically in dotted lines in Figure 3, with one or possibly twoof a plurality of slots 48 in the rod Ii, said slotsbeing of variouslengths and widths, as disclosed in Figure 3. The member 31 is rotatableby means of a pin 42 having a shrink iit member 31, the pin beingrotated by a crank arm 44, the position of the arm being determined byindexing means comprising a casing 48 secured to one end of the cylinderil, the casing being notched at its peripheral edge to receive a springpressed pin member 48 mounted in one end o! the arm 44.

'I'he valve means which, together with the slotted rod I8 and tube 31,control the clutch disengaging and engaging operations ot the clutchmotor comprise a unit indicated generally by the numeral 50, Figure 1.This unit, disclosed in-detail in Figures 5 to 10 inclusive, comprisesan integral casing 52 bored to receive tubular valve members 54 and 58rotatable by linkage comprising a bell crank 58, interconnected link 68,and crank 82, all operated by a link 64 connected with the throttle rod34. 'I'he valve unit is provided with ports 86 and 68 connected to theportions of the conduit `24 and with vent ports 1l and .12. The valvemember 54 is provided with slots 14 and 16 adapted to registerrespectively with the port 88 and port 10, and a port 18 in the valve isprovided to register with the port 66 in the valve casing. The valvemember 58 is provided with a slot 80 adapted to interconnect port 12 andport 82, the latter interconnected with a port 84 in the cylinder l0 bymeans of a conduit 88.

Describing the operation of the aforementioned mechanism, with the motoridling and the accelerator released the valve member 54, whichconstitutes a three-way valve, is rotated to cut off the registry ofslot 16 with port 18 and interconnect slot 14 with port 8l leading tothe clutch motor. At the same time the port 18 in the valve isregistered with port 88 of the valve casing to valve with the manifold.The upper end compartment of the clutch motor of Figure 2 is thusevacuated, atmosphere entering through a check valve 81 to move thepiston I2 upwardly and disengage the clutch. When it is desired toengagethe clutch, for example after a gear shifting operation or in startingthe vehicle, the accelerator is depressed, thereby rotating thethree-way valve member 54 to cut oil.' the connection between the port18 and port 66 and interconnect slot 15 with the atmospheric port 10. Atthe same time the slot 14 is in registry with the port 58, thusproviding` a vent to the clutch motor via port 1l, slot 16, slot 14 andport 58 to re-establish atmospheric pressure in the upper compartment ofthe motor to initiate an engagement of the clutch.

'I'he engaging movement ot the clutch is controlled by the motor tosimulate a corresponding manual engagement of the clutch wherein theclutch pedal is moved rapidly up to the point of engagement o1' theclutch plates 8 and 8, and

within one end of the of clutch motor comprising a cylinder thereafterthe movement is relatively slow to permit a smooth engagement of theclutch. With the clutch motor disclosed this is accomplished by means ofan emux of air from the lower compartment of the motor via one or moreof the slots 4l in registry with the port 38 in the tubular in- .dexmember t1. 'I'he air then passes through openings 81 in the connectingrod, which pommunicate with the atmosphere through the openended housing22. The clutch is thus engaged relatively rapidly under the action ofthe clutch spring until the slots 40 move out of registry with the port38. The rapid eiilux of air from the motor is thus terminated, thusautomatically terminating the rapid engaging movement of the clutch, andthe parts are so adjusted that this retardation of the engagement iseffected just as the .clutch plates are about to contact. Thereafter theengagement is completed relatively slowly to eiect a smooth clutchengagement by virtue of the passage of air from the clutch motor via theconduit 88 and bleed valve 56. Air is vented from the valve through theslot 80 and port 12, the rate of how of air depending upon the shape ofthe area of the slot 80 then in registry with the port 12. It will beobvious that with a small movement of the accelerator pedal the tip.,end of the slot 80 is registered with port 12, thereby providing arelatively slow engagement of the clutch. As the accelerator isdepressed more of the slot 80 is exposed Ito the port 12, providing afaster engagement of the clutch.

An important feature of the invention lies in the means for adjustingthe operation of the clutch motor to determine the elapsed time foreiecting the rst and rapid stage ot clutch engaging movement and/ordetermining the distance of movement oi' the clutch pedal and drivenclutch plate during this ilrst phase or clutch engaging operation. Thisis effected by means of the registering ofthe port 38 with one onmore ofthe slots 48, which vary both as to length and width. Obviously, theindexing member 31 may be rotated by the operating means 44 and 48 tointerconnect the port 3l with any one o1' or any two adjacent slots.With thisfadjustment, as in- I dicated above, both the elapsed time ofrststage movement of the clutchand the distance or said movement may becontrolled by the size and shape of the Aair conducting orice, for theflow of air from the clutch motor will determine the rate of movement ofthe' piston I4 and itsY connected clutch.

Characteristics of the thus be made to agree with the clutch operatingmechanism\ of the invention, iorv .with some clutches a relatively longthrow of the clutch pedal is necessary before the clutch plates moveinto contact. It is, of course, also necessary to cut down the totalelapsed time of clutch engagement to aminimum. The aforementionedmechanism also provides a means for adjusting the control mechanism tocompensate for clutch plate wear, so that at all times the rapidmovement of the clutch terminates just at the point of engagement of theclutch plates.

There is disclosed in Figure 11 a modied form 88 provided with a piston88, the latter connected to v the clutch pedal by means of a rack 82 andcable 84. The cable extends about a direction-changing sheave-88pivotally mounted in one end of particular clutch may ment is similar tothat of slotted at |049 to interconnect an atmospheric vent port |06 anda duct |08 leading to the interior of the cylinden A'needle valve memberI|0 is adjustably mounted in the Ahousing 98 to' provide a restrictingmeans to regulate the ow y of air through the duct.

A conduit, not shown, may interconnect a port I|2 in the upper end ofthe cylinder 88 with the intake manifold, and a three-way valve unit ofator pedal the three-way valve, not shown, functions to evacuate theupper end of the clutch cylinder 88 to disengage the clutch, a checkvalve I I3 being provided to permit the upward movement of the clutchpiston 90. With an operation of the accelerator pedal to open thethrottle the three-way valve'is operated to vent the upper end of. theclutch motor to initiate the' engagement of the clutch. The first stageof clutch movement is relatively rapid by virtue of the relatively rapidow of air from the larger end of the slot |05, Figure 13. As the clutchapproaches a position where the platesare about to contact, the valvemember |02 has been rotated by means of the rack 92 and pinion |00. sothat the lower end of the slot is in registry with the vent port |06.The engagement of the clutch is therefore relatively slow, which is asdesired. The iiow oi air throughout the entire cycle of clutchengagement is thus progressively varied asthe piston moves to rotate thevalve member |02. The variation of the engagement of the clutch may alsobe regulated by the setting of the valve member H0.

A further feature of. the invention is disclosed in detail in Figure 14,disclosing a 'lost motion connection between the accelerator operatedthrottle rod 30 and the valve 30. This connection comprises a stampingIIII, xedly secured to the lower end of a throttle valve operating leverIB and provided with an integral tab I I8 serving as a stop for a lever|20, which is pivotally secured at |22 to the stamping and pivotallyconnected at its upper end to the throttle rod 34.

' 56 With this construction, upon releasing the accelerator the spring36 functions to close the throttle valve to its idling position, thelever |20, however, moving clockwise thereafter a sufficient distance topermit actuation of the three-way 55 control valve to interconnect theclutch motor with the manifold and initiate a disengagement of theclutch. It follows therefore that upon depression oi the accelerator thethree-way valve is rst operated to initiate the engagement of the clutchbefore the throttle is opened.

Although this invention has been describedin connection with certainspecic embodiments, the principlesA involved are susceptible of numerousother applications that will readily occurto persons skilled in the art.The invention is, therefore, to' be limited only as indicated by thescope of the appended'claims.

We claim: l

l. In a vacuum operated clutch operating mechanism, a double-ended uidmotor, a piston member within said motor, an operating rod connected tosaid piston 'and slidably mounted in oneA end of said motor, andmanually adjustable means, cooperating with said rod, for selectivelypredetermining both the degree of movement and piston during a porsaidmeans comprising a member telescoped within the operatingvrod andcapable ci rotary movement.

2. In a vacuum operated clutch operating mechanism, a double-ended uidmotor, a piston member within said motor, a multi-slotted operatingrodconnected to said piston and slidably mounted in one end of said motor,and manually adjustable means, cooperating with said rod, forselectively predetermining both the degree of movement and mode ofmovement of said piston during a portion of its operative stroke, saidmeans comprising a member telescoped within the operating rod andcapable of rotary movement, said rotary movement of said rod' beingeffected by in dex means mounted on one end of said motor and at one endof said telescoped member. f

3. A valve unit for controlling a clutch operating iiuid motorcomprising a casing member, a

rotatable three-way valve member housed within bly connected tov saidbleed valve member, a bell crank operably connected to said three-wayvalve member and a link interconnecting said cranks.

5. In a clutch operating mechanism for an automotive vehicle providedwith a throttle and an accelerator, a crank member operably connected tosaid throttle, said member provided with spaced stops at its ends,linkage interconnecting said crank and accelerator, said linkagecomprising an operating link `pivotally connected at one of its ends tooneend of the aiorementioned crank and adapted to abut'said stops, and alink interconnecting the other end of said operating link and theaccelerator.

6. A clutch operating mechanism for an automotive vehicle provided withan internal-combustion engine and a clutch comprising, in combination, adouble-ended fluid motor, a fluid transmitting connectioninterconnecting One end of lsaid motor with the intake manifold oiv theinternal-combustion engine, a control valve interposed in saidconnection for controlling the gaseous pressure in one end of the motor,a bleed valve, a fluid transmitting connection interconnecting theremaining end of the motor with said bleed valve, and manuallyadjustable means for in vpart controlling the gaseous pressure withinsaid l last-mentioned end of the motor during the rst stage of clutchengaging operation of the motor,

said adjustable means comprising a single means for selectivelydetermining the degree of rststage movement of the power element of saidmotor and the elapsed time of said rst stage of movement by varying therate of movement of and linkage associated means cooperating with saidrod for controlling the operation of said piston member during the firststage of clutch engaging operation of the motor, said adjustable meanscomprising a single means for selectively determining the degree ofmst-stage movement of the piston member and the elapsed time of. saidst-stage movement by varying the rate of movement of said piston member.

